E6S Manual Contents at a Glance Page Introduction................................................................. 7 Section 1 ................Getting Started Chapter 1..................... Installation................................................ 16 Chapter 2..................... Getting Online.......................................... 28 Chapter 3..................... Engine Identification ................................ 33 Chapter 4..................... Adjusting Haltech Maps........................
Table of Contents Introduction Introduction ............................................................................................... 7 Installation Overview....................................................................... 7 Before You Begin ............................................................................ 8 Tool/Supply Requirements .............................................................. 9 How It Works.............................................................................
2.4 2.5 2.6 2.7 Using the System Online ...................................................... 31 The Main Menu .................................................................... 32 How to Quit .......................................................................... 32 Checking the Engine Data .................................................... 32 Chapter 3 - Engine Identification ............................................................ 33 3.1 Checking the Identification .........................
Chapter 7- Cold Starting and Running .................................................... 59 7.1 Cold Cranking ...................................................................... 59 7.2 Fuel Correction vs Coolant Temperature ............................. 60 Chapter 8 - Correction Factors ................................................................ 61 8.1 Fuel Versus Air Temp Map.................................................. 61 8.2 The Battery Voltage Map ..........................................
Chapter 15 - Closed Loop Control .......................................................... 78 15.1 Description ........................................................................... 78 15.2 Using Closed Loop Control.................................................. 78 15.3 Using Different Oxygen Sensors.......................................... 80 Chapter 16 - Auxiliary Outputs ............................................................... 81 16.1 Description .........................................
B.3 Sequential Injection ............................................................ 101 B.3.1 Sequential Features on the E6S .............................. 101 B.3.2 Sequential Outputs.................................................. 101 B.3.3 Synchronising ......................................................... 102 B.4 Multitooth Triggers ............................................................ 103 B.5 Twin Triggers and Twin Distributors................................. 103 B.6 Rotary Engines ....
Congratulations on your decision to install a Haltech Engine Management System to your vehicle. Haltech EFI systems have been successfully installed on thousands of vehicles, from power off-shore boats to twin-turbo Ferraris, from pylon racing aircraft to jet skis and snowmobiles.
tuning your Haltech system far easier than tuning a carburettor or mechanical injection system, and with much better results. Before You Begin... 1) IT IS BEST TO READ THIS ENTIRE MANUAL BEFORE STARTING. At the very least, you should read Section One of the manual, and any of the Appendices that are relevant to your installation. The greater your knowledge of the operation of the Haltech system, the easier you will find it to understand what you are doing, and why.
6) In hot climates, or with turbocharged engines, you may need to employ heat shielding to prevent heat soak and damage to electrical and fuel parts. Use the coolest surfaces of the chassis as a heat sink for components and use thermally conductive brackets where appropriate. 7) We recommend having your system tuned by professionals. An exhaust gas analyser and fuel pressure meter make tuning vastly easier and help avoid potentially disastrous lean out conditions that could destroy your engine.
Electronic fuel injection revolves around the use of solenoid actuated injectors. These devices employ a coil attached to a valve. When the coil is energised, the valve opens and fuel is allowed to flow. As long as the pressure between the fuel and the air in front of the injector nozzle is held constant, the rate of fuel flow will remain the same. By accurately controlling the length of time the injector remains open, precise quantities of fuel can be metered to the engine.
The Advanced Mode Features of the E6S The E6S is designed to be easily programmed, but also be capable of being used on a wide variety of applications. A typical E6S installation could be : 4, 6 or 8 cylinders, turbo/supercharged or normally aspirated, distributed ignition (only one ignition output), and possibly using Closed Loop Control and/or Idle Speed Control. The E6S will control this ‘typical’ engine without problem.
Haltech E6S Specifications Engine Suitability • • • • • • • up to 16,000 rpm 1, 2, 3, 4, 5, 6, 8, 10, 12 cylinders (1-2 rotors)* 2 or 4 stroke normally aspirated or supercharged up to 200 kPa (30 psi) load sensing by throttle position or manifold pressure multipoint, batch-fire, staged or sequenced (up to 4 banks) injection patterns distributed ignition systems, or direct fire systems with 1 to 4 coils NB: Sequential and Direct Fire can not be used together. Power Requirements • Power Source 8.
• Engine Speed Pickup Compatible with most trigger systems: - 5 or 12 volt square wave; - pull-to-ground (open collector) Tach adaptor available for magnetic (or ‘reluctor’) triggers ECU Outputs • Injector Driver E6S 4 x 4/1 Amp peak-and-hold current limiting drivers: - up to four low-impedance injectors* - up to eight high-impedance injectors* (Expandable using optional Driver Box.
Adjustable Features • Base Fuel Map 22 Fuel ranges, every 500 RPM to 10,500, or 17 Fuel ranges, every 1000 rpm to 16,000 32 Load points per range, up to 16mS with 0.
Miscellaneous • Map Storage and Retrieval Maps may be stored to disk and re-used • Datalogging Engine data information saved 5 times per second Store to memory or disk Limited only by available memory (approx.
SECTION ONE Getting Started CHAPTER Haltech E6S Installation 1.
1.2 Installation Summary 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. Mount Manifold Absolute Pressure Sensor. Mount Coolant Temperature Sensor. Mount Inlet Air Temperature Sensor. Mount Throttle Position Sensor. Mount Ignition Module Mount optional Exhaust Gas Oxygen Sensor (if used) Route Main Wiring Harness and connect sensors and ignition module. Mount and connect Power Relays. Mount Fuse Block. Mount ECU inside passenger compartment.
2 Bar Sensor (Part No. 886 3189) (-100kPa to 100kPa) Turbo or Supercharged Engines up to 100kPa boost (15 psi , 1 atmosphere) 3 Bar Sensor (Part No. 749 3169) (-100kPa to 200kPa) Turbo or Supercharged Engines up to 200kPa boost (30 Psi, 2 atmospheres) Note: Make sure you have the correct MAP sensor for your engine. The first three digits of the part number are stamped on the sensor housing.
The coolant temperature sensor is designed to screw into a threaded hole and protrude into the engine coolant stream. For air cooled engines, the sensor can be embedded directly into the engine block or used to sense oil temperature. Locate a suitable position on the engine which will allow the hole and thread to be machined, and which gives access to the coolant stream. The sensor should be mounted after the engine and before the thermostat in the coolant circuit.
1.3.3. Inlet Air Temperature Sensor The air temperature sensor is used to compensate for changes in air density due to air temperature. Cold air is denser than warm air and therefore requires a greater volume of fuel to maintain the same air/fuel ratio. This effect is most noticeable in forced induction engines. The Haltech E6S will automatically compensate using the signal received from the air temperature sensor.
1.3.4. The Throttle Position Sensor (TPS) The throttle position sensor is mounted to the throttle butterfly shaft to measure its rotation. A TPS is common on many late model engines and the Haltech sensor should attach with little or no modification. The throttle shaft must protrude from the side of the throttle body. This may require the machining of the throttle body or the manufacture of a new throttle shaft. The inner mechanism of the sensor rotates with the shaft.
Bosch Ignition Module. The module must be mounted on the bracket, and the bracket must be mounted to a suitable surface. Haltech Ignition Module (part number HIM1).
1.3.6. Mount Optional Exhaust Gas Oxygen Sensor The optional exhaust gas oxygen sensor must be mounted in the exhaust pipe near the exhaust header or extractors, usually after the collector. The sensor uses the exhaust gas to detect if the engine is lean or rich. Many late model engines already have provision for an exhaust gas oxygen sensor and the sensor provided should fit any standard exhaust mount.
These relays should be mounted on the firewall or an inner guard. Do not mount the relays such that they could catch and collect splashed water. Residual water inside the relay housing will cause them to fail. Mount them with the tab upwards as shown in the diagram. 1.3.9. Fuse Block Assembly The fuse block assembly holds the fuses that protect the various components of the Haltech E6S system. The fuse block is supplied from the factory with fuses installed.
1.3.10. Electronic Control Unit (ECU) The Haltech E6S is not designed to be waterproof. It is desirable that the ECU be given as much protection from the environment as possible. It is recommended that the ECU be mounted inside the passenger compartment, either on the firewall, under the dashboard or under the passenger seat. The ECU has four mounting holes that allow it to be mounted to most flat surfaces. In extreme cases of vibration, the ECU should be mounted on rubber anti-vibration pads.
1.3.12. Install and connect Optional Idle Speed Motor If you are not using the Idle Speed Control, tie the motor connector back neatly in the engine bay. If the engine has a suitable Idle Speed Motor, connect it now. If you have to install the motor, install and connect it now. For details on how to install and plumb the Idle Speed Motor, see Chapter 14. 1.3.13. Install and connect any Optional Outputs If you are planning to use any of the Programmable Optional Outputs, install and connect them now.
IF USING MOTRONIC OR RELUCTOR PICK-UP READ APPENDIX E 2.3 “ADJUSTING THE ON-BOARD JUMPERS” 1.3.15 Connect the ECU The ECU can now be connected and tested. Be sure to engage the clip on the main connector. This will make sure the main connector parts mate correctly and reduces the mechanical strain on the connector bodies. The system can now be tested as described in the following chapters.
CHAPTER Getting Online 2 Now that your Haltech E6S is installed with all the sensors in place the system can be connected to the programming computer. This will allow the readings from all the sensors to be displayed on the screen and checked for correct operation. To connect the PC to the Haltech E6S ECU you will need the programming cable and programming disk supplied. 2.
The Programming Disk supplied with the Haltech E6S has an installation programme that allows you to install the software onto the PC’s Hard Disk. Most modern PCs have a hard disk. If your PC does not have a hard disk, the E6S Programme can ran directly from the disk supplied. Installing the software on the Hard Disk will speed up the programme and avoid having to fiddle around with floppy disks. The installation programme need only be run once.
destination directory, but it is not recommended that you do unless you understand how directories work. When it is finished, the installation programme will tell you if the installation is successful. If it was not, consult the trouble shooting section of this manual. The E6S Programme is now ready to run. 2.2.3 Running the Software from the Hard Disk. Boot your computer up as described earlier. If your computer is already on, make sure the C drive is currently selected.
This is called a Qwerty keyboard. Some countries use an alternative, which is called and Azerty keyboard, where the Q and W keys are swapped with the A and Z keys respectively. If you have an Azerty keyboard, you need to run the software slightly differently. When you would normally type : E6S¬ to run the programming software (not the installation software), you need to instead type : E6S/a¬ The /A tells the programme you have an Azerty keyboard. The programme will adjust accordingly. 2.2.
NOTE: If power is removed or the communication cable is disconnected or interfered with, the following message will be displayed on the computer screen. RECONNECT HALTECH If this message appears check all connections and ensure that the communications cable is not being interfered with. Also be sure that the Haltech E6S unit is receiving power. (i.e.. ignition switch is turned "on".) 2.5 The Main Menu When you select Online or Offline mode the Haltech MAIN MENU bar appears.
CHAPTER Engine Identification 3 3.1 Checking the Identification The Identification page tells the E6S essential information about the engine characteristics. Without this information being correct the engine cannot run properly. The Identification is made up of several fields. Each field can have a number of settings, and you can change most of the fields. Use the Up and Down arrow keys (¢ and £) to move between fields. The fields are either Selection type, or Text type.
RPM Limit Type: The RPM Limit can either be a fuel cut or an ignition cut. This field determines what form of limit will be used. Be careful using an ignition cut on an engine with a catalytic converter, as the unburnt fuel can damage it. Units: The Haltech E6S programming software can display parameters in either Metric or US units. RPM Mode: The E6S fuel and ignition maps may be arranged either in 500 rpm increments to 10,500 rpm, or in 1000 rpm increments to 16,000 rpm.
Aux. In/Out Function: The Auxiliary Input/Output on the E6S can be configured for one of several functions. Most of these functions relate to the configuration of the system. The available functions are: Disabled No effect on ECU operation. Ignition Bypass Output - Bypass signal compatible with some General Motors ignition systems. This function allows the ignition system to provide the spark at 10° BTDC at cranking speeds (below 500rpm). This aids starting.
Chapter Adjusting Haltech Maps 4 The tutorials presented in this chapter are examples of how you might use the available functions to make typical modifications to the maps. These tutorials are aimed at explaining both why and how some typical changes might be made. They assume that you have the software running Online on your PC, with the ECU powered and connected via the supplied programming cable. 4.
4.3 Using the Software In order to make the software easy to use, the programme presents you with a menus bar at the top of the display. The menu bar is accessed through simple combinations of key strokes. Once the appropriate menu has been accessed a sub-menu appears giving choices on available page heading. To increase efficiency there is also a number of hot-keys that allow you movement between pages without accessing the menu bar. 4.4 Accessing the fuel maps Pressing ¦m will take you to the Maps Menu.
injectors is enabled. These "staged" injectors are normally upstream of the primary injectors, adding to their fuel flow. The point at which the E6S switches in the secondary injectors is set via the Staging Bar Number field. Staging permits high fuelflow capability, but maintains accuracy and controllability at light load and idle. See Appendix D [D.3] for more details on staging. In Advanced Mode, Sequential Injection can also be selected. This option is not a straight forward setup.
To view the map at the 3000 rpm range, press . When in the Fuel Maps sub-menu your display should look like this: Values from this bar chart would be used whenever the engine speed falls in the range between 2750 and 3250 rpm (or, if in high-rpm mode, between 2500 and 3500 rpm). In the top left is the range number and the speed range to which it corresponds. The bar chart shows injection time (up to 16ms) against the load parameter, either throttle position or manifold pressure.
Now try using the ³ key. The outlined bar should jump up 0.096 mS. As the bar gets taller, the fuel delivery is increased and the engine is enriched at that speed and load. Now press the ´ key and the highlighted bar should move down 0.096 mS. Note that the fuel delivery for the outlined bar is shown in the bottom corner of the display. Note also that the injection time does not necessarily match the bar height as the injection time is the actual injection time after various corrections have taken place.
Trigger Edge : This field determines whether the E6S is to trigger on a rising or a falling edge. Refer to Appendix E - Trigger Interface for details on how to determine this setting. If a Reluctor Adapter is being used, this field should be set to Falling. Output Type: This field is used to determine how the ignition output signal is to be defined. Constant Duty should only be used with the Haltech Ignition Module or other “intelligent” igniters and special aftermarket systems that perform dwell control.
A Multitooth trigger has multiple triggers for each ignition event. The number of teeth must be a multiple of the number of cylinders. For instance, on a V8 for each engine cycle (2 revolutions) you would expect there to be 8, 16, 24, 32 etc. The ECU needs to know if this is the type of trigger being used or else too many sparks and fuel pulses will be delivered. A multitooth trigger also requires a Synchronisation Event (usually a Home Trigger) to give the ECU a reference to its position.
Engine Type : Two engine types are selectable through this field - Piston and Rotary. This field should be set according the to engine type you are using. Rotary must be selected for the E6S to generate trailing spark ignition signals. The Ignition Map is adjusted in a similar way to the Fuel Map. The keystrokes are the same, except that one increment is one whole degree advance or retard.
4.7 Time Saving Functions The following list of commands can be used whenever the graphs for most of the maps are being displayed by the Haltech programming software. Note: When two keys are displayed together, such as ¦r, this means that the second key must be pressed while the first key is held down. In this case, the ¦ key would be held down while the r key is pressed. 4.7.
4.7.4 Percentage Changes -¦p Using this function will prompt you to enter a percentage change to the selected bars. An entry of "20" will increase each bar by 20%, while an entry of "-15" will decrease the bars by 15%. This change only affects the highlighted bar(s). 4.7.5 Linearise - ¦l When a group of bars is selected (more than two), this function can be used to set the values between the end points. Highlight the bars between two load points that are known to be correct and press ¦l.
4.8 Duty Cycles Fuel delivery is obtained by pulsing the injectors synchronised with the engine speed, allowing fuel to flow during the period that the injector is open. The time whilst open is called the injector pulsewidth. As rpm increases it is possible for pulsewidths to overlap so that the injectors are effectively switched completely on. This is referred to as 100% duty cycle. When 100% duty cycle is reached the fuel flow from the injectors has reached its maximum.
Injector Duty Cycle appears on the Engine Data Page and on Datalogs for you to monitor the approach to maximum fuel flow.
4.
Chapter Starting the Engine 5 There are a few things that need to be done before the engine should be started. Make sure that the ECU is powered (ignition on) and the Haltech Software is Online. Go to the Engine Data Page to check that the ECU is communicating properly, and that the sensors are reading correctly. Check again that the Identification, the Fuel Setup and the Ignition Setup are all set correctly. In particular, check the No. Cylinders, Ign Div/By, Load Sensor and Injection Mode parameters.
If the engine does not start it may be because the fuel requirements are not right. If this is the case, it is suggested that you remove the 20Amp fuse for the fuel pump and do the timing check while cranking. This will require two people : one to crank the engine and one to operate the timing light. It can be difficult to check the timing accurately at cranking speeds. Removing the spark plugs will help the engine to rotate at an even speed.
You must now ensure that the timing does not move as the engine speed changes. Give the engine a few quick revs while using the timing light to check that the ignition timing stays at 10° BTDC. If the base timing is locked at 10° BTDC and does not change with engine speed then you are ready to load an Ignition Timing Map and clear the Timing Check Flag. If the ignition does change with engine speed then see the Troubleshooting procedure in Appendix A 5.
• The sixth character in the ignition timing Map name specifies the extra ignition advance to use at light loads such as highway cruise. This is equivalent to the vacuum advance on a distributor. If this character is A, there is no extra advance under light load. Each successive letter of the alphabet after A adds 3 degrees of ignition advance to the full load advance under light load, up to the letter H.
5.5.1 Tuning for Idle The idle mixture is very sensitive to correct bar height. Idle injection times are usually around 1.5 to 2.5 mS. If the injection time at idle is much lower than this, it may become difficult to set accurate idle and cruise air:fuel ratios. If the engine is hunting at idle, then the map is probably too lean, particularly at the 500 rpm point. Watch the movement of the map arrow carefully. The map arrow should remain stable while the engine is idling.
5.5.4 On the Dyno Whether the vehicle is on a chassis dyno, or the engine on an engine dyno, the principles of programming the Haltech E6S are the same. Take the engine rpm up to 1000 and apply partial load and adjust the 1000 rpm range. Return the engine to idle and on the 1000 rpm range adjust the bars to draw a straight line from the idle point through the part load setting tested. Continue, adding more load, up to the full load settings. This should be a fairly good approximation to the required curve.
A typical fuel curve for a normally aspirated engine A typical fuel curve for a TPS mapped engine 55
SECTION TWO Other Adjustable Features Chapter Throttle Effects 6 6.1 Throttle Response Where the procedures described in the previous chapter tune for constant load running, the functions outlined in this section will improve the throttle response of your engine. The manifold pressure sensor used with the E6S is very fast. It can respond much faster than is required to track any sudden changes in load on your engine.
The heights of the increase bars and the sustain bars are adjusted using the same keys that are used for adjusting the fuel curve bars. The left and right arrow keys allow you to move from one bar to the next. The throttle pump values should be set up after the fuel and maps are correctly tuned for steady load running. Attempting to smooth out engine transients before the fuel maps have been optimised for steady state running may become confusing.
6.3 Full Throttle Map The manifold and throttle body design can also cause problems tuning at full throttle on normally aspirated engines. In some cases, the manifold pressure can reach close to atmospheric pressure before full throttle is reached. This means that bars close to the full load bar on the Fuel Maps can interfere with the full load bar due to the interpolation between the two bars.
Chapter Cold Starting and Running 7 The Haltech E6S has four features to modify fuel delivery and ignition timing to aid in starting and running a cold engine. The Cold Start Prime map gives a cold engine an initial burst of fuel just as the engine begins cranking. The Coolant Correction Map modifies the normal fuel injection until the engine reaches normal operating temperatures. The Ignition Cranking Map set the crank advance for different coolant temperatures.
7.2 Fuel Correction Versus Coolant Temperature Once started, an engine requires more fuel when it is cold than when it is hot. This is a result of low manifold and in-cylinder temperatures where fuel sticks to the walls and doesn't burn properly. The Haltech system corrects for this by using the Fuel Coolant Map to define the relation between engine temperature and extra fuel required.
Chapter Correction Factors 8 The Haltech E6S has two further correction maps to compensate the fuel for changes in inlet air temperature and battery voltage, and also two correction Maps to adjust ignition timing for coolant and inlet air temperatures. MOST USERS SHOULD NEVER ADJUST THESE MAPS. These maps are factory set to provide excellent correction for almost all engines.
8.3 The Ignition Coolant Map The Ignition Coolant Map allows up to 10° advance or retard of the spark timing based on engine coolant temperature. This Map should only be used if there is a need to adjust the timing for low or high temperatures. 8.4 The Ignition Inlet Air Temperature Map This Map allows up to 10° advance or retard of the spark timing based on the inlet air temperature.
If at start up the engine is cranked before the fuel pump prime has finished the ECU can not read the barometric pressure from the MAP sensor as the engine will be applying a vacuum to it. In this case, the E6S will use a pressure reading stored in its memory. This reading is set to one atmosphere at sea level (1013 millibars) at the factory. This value can be reset to a pressure that is close to what is expected in the geographic area the engine will be used in. To reset this value, follow these steps : 1.
8.6 Post Start Enrichment On some motors, in particular rotories there is a problem with vapour-lock (fuel which due to heating of the fuel rail has vaporised). The additional fuel at start up allows the vapour in the fuel rail to be purged through the injectors and also allow enough fuel to be injected into the motor to allow stable operation. Post start can also be used to give extra enrichment when the engine is cold to assist drivability. The Post Start Map is accessed via the Maps menu.
SECTION THREE Software Features Chapter File Storage and Retrieval 9 Once your Haltech E6S system is configured you should store the entire set of maps and the Identification to disk. In fact, it is wise to save maps regularly during tuning so that you can return to a known map while you are experimenting in different areas. You can use the file storage and retrieval to enhance the flexibility of your race engine by storing the optimum maps for each race track.
As you perfect the maps for a particular application you might add a number to the end of the name to indicate which map is most recent. For example you might call the maps for a Turbo, Turbo1, Turbo2, etc. After you have chosen a name for the maps, you must enter the name in the space provided. The system will pause and ask if it is OK to continue with the save. If everything looks correct, continue by pressing Y.
then press return ( ¬ ). The computer will pause to check that everything is OK. Press Y to continue to erase, or else N to abort. It is a good idea to erase old maps as soon as they become obsolete. This is particularly true if you are trying to build a library of maps. It can become difficult to remember later which maps are current and which are obsolete. 9.3.2 Changing Directories If files can be likened to books in the library, then directories are analogous to names on the shelves.
Chapter Printing Maps 10 10.1 The Print Function You can print the maps and identification information to printers that accept IBM emulation mode, such as IBM compatible dot matrix printers (consult your printer manual). The Print function should work with other dot matrix printers, but some special characters such as °, ±, etc. may not print correctly. Select the print function by pressing p from the Options submenu The system will present you with options on which data you wish to print.
Chapter DataLog 11 11.1 The Datalog Option This option records the Engine Data information at approximately five times per second while the engine is running. This datalog is useful for tracking the system's behaviour through changing rpm. It also facilitates trouble-shooting, as all the ECU's working parameters are recorded faster than they can be read on the Engine Data Page. The Datalog Menu is accessed through the Options Menu. (Press ¦o).
To stop the datalog press . If you are performing a datalog to memory, the screen will instantly jump back to the Datalog sub-menu. If you have been recording to disk, there will be a moment's pause as the file is closed. 11.1.3 Viewing the Datalog To view the datalog you have just taken, press V from the Datalog sub-menu. The Engine Data information will appear as rows across the screen, with a time index at the end of the row. At the bottom of the screen is a list of the command keys.
Before loading a Datalog from disk, you should load the Maps that were saved with it so that the programming software knows the setup of the ECU and can calibrate the data properly. Do not load a Datalog when Online to the ECU, or else the Maps you load will overwrite the Maps in the ECU. If you want to view a saved Datalog, switch to offline mode, load the appropriate map, and then load the Datalog. 11.1.
Chapter Customising the Software 12 12.1 The Setup Page The Setup window allows you to change the way the software works for you. If you alter any of the parameters on this page, the programming software will remember the changes you have made and they become the default settings. The next time you run the Haltech programme, the settings will be as you left them. The Setup Window is accessed from the Setup menu by pressing ¦s. Or by pressing §p.
SECTION FOUR E6S Optional Outputs Chapter Software Access 13 13.1 The Output Options Page The Output Options Page is where all E6S options are enabled/disabled and programmed. This page may be accessed in either Online or Offline mode. Remember that any changes you make in Offline mode will not affect the ECU. Pressing ¦o will take you to the Options Menu. Press O to go to the Output Options Page. Alternatively use the §o hot key combination Here, the four E6S options are shown in four windows.
13.2 Enabling Options Every option has an Enable flag at the top of its window. Toggling this flag allows you to switch that option on and off. The settings for an option that is switched off will not change when you switch it back on later. When a map is loaded from disk, output functions that do not match what is in the ECU are automatically disabled. After loading a map, return to the Output Options Page and check the functions you want enabled.
Chapter Idle Speed Control 14 14.1 Description A bipolar stepper motor may be used to control the ingress of additional air to the engine while the throttle is closed. This is useful for maintaining steady idle under changing load conditions, e.g. as air conditioner compressors or headlights are switched on and off. The stepper motor may also be programmed to increase the idle rev-rate just after starting, or while the engine is still cold. 14.
Install the idle air circuit and the stepper motor, and attach the idle speed motor to its connection on the E6S harness. Run the E6S programming software Online and go to the Output Options Page. Ignition will need to be switched on. The idle speed motor is only adjusted when the ECU determines that the engine is in an idle condition; that is, throttle closed (0%), and engine speed and manifold pressure within limits (see below). 14.
Cold Opening Value: The Cold Opening value determines what amount to open the Idle Motor when the engine is below the Cold Temperature Limit. The value is a number between 1 and 100, but is not a percentage of the total opening range. The value should be set to give the desired flare up Rpm when the engine is cold.
Chapter Closed Loop Control 15 15.1 Description By fitting an oxygen sensor to the exhaust system of an engine, the E6S is able to perform a feedback correction to maintain a consistent air-fuel ratio around stoichiometric mix; i.e.. when exactly the correct amount of fuel is provided to consume all the oxygen of the air drawn into the engine, without any unburnt fuel remaining after combustion.
NOTE: CLOSED LOOP CONTROL WILL NOT WORK FOR THE FIRST 2 MINUTES THE ECU IS ON, THIS ALLOWS SUFFICIENT TIME FOR THE OXYGEN SENSOR TO WARM UP TO OPERATING TEMPERATURE. Lower RPM Limit: The engine must be running above this speed for the closed loop function to operate. Normally this would be set a few hundred rpm above or below idle, depending on whether you wish closed loop control to occur at idle speeds.
control, but rather as an aid during tuning. To configure the Oxygen Sensor to either a 5V or 1V type please select the appropriate E6S internal DIP switch configuration: SWITCH F F POSITION UP DOWN FUNCTION 1V type Oxygen Sensor 5V type Oxygen Sensor 15.3 Using Different Oxygen Sensors Almost any oxygen sensor can be used with the E6S. The sensor available from HaltechTM is an NGK heated four wire oxygen sensor.
Chapter Auxiliary Outputs 16 16.1 Description The E6S possesses two output channels, each of which may be programmed to perform a certain function. Each output channel is a pull-to-ground style signal suitable for switching solenoids, relays or low-power dashboard lamps. Each channel employs a 4.0A peak / 1A hold current driver. This is suitable for driving most relays, solenoids, and other low power devices.
16.2 Turbo Waste Gate Control (TWG) 16.2.1 Description The wastegate of a turbo is operated when the manifold pressure is sufficiently high to force the diaphragm within the wastegate unit. With electronic boost control, the object is to use a pulsating solenoid to bleed off the manifold pressure signal seen by the waste gate unit so that it can see only a fraction of the manifold pressure.
Once the solenoid installation is complete run the E6S software in Online mode. Select the Turbo Wastegate Control Function on the appropriate output channel, and set the following parameters. Period: This sets the period of oscillation of the solenoid. Most solenoids will operate at around 30Hz, which corresponds to a period of about 30mS. Enter the desired oscillation period in milliseconds here.
Boost Map. The Maximum Boost Map should always contain values greater than or equal to the corresponding values in the Standard Boost Map. The use of two independent boost maps allows an engine to be set up for maximum boost conditions, but driven safely at lower boost pressures without the need of re-loading maps.
To use the TCC function, you must have the following: - a square wave signal road speed indicator whose frequency is proportional to road speed; (this may require a unit for signal conditioning, such as the HaltechTM RA1) - access to the wiring of the torque converter lockup solenoid and 4th gear/overtemp switch; - E6S programming software and cable. Wire the TCC solenoid to the appropriate output line on the Auxiliary I/O connector, and, if it is available, the 4th gear/overtemp signal to the Aux.
To use this function, you must have the following: - an electric thermofan, fused and relay switched; - E6S programming software and cable. Install the wiring for the thermofan to one of the Auxiliary outputs as described in figure 17.4-1. Be sure that the relay contacts are rated higher than the current drawn by the thermofan. Run the E6S programming software and go to the Options page. Select the Thermofan function on the appropriate output and set the two temperatures as required.
Install the wiring for the thermofan to one of the Auxiliary outputs. This should be done in the same way as described in figure 17.5 for the Thermofan. Be sure that the relay contacts are rated higher than the current drawn by the fan. Run the E6S programming software and go to the Options page. Select the Intercooler Fan function on the appropriate output and set the two temperatures as required. Switch On Temperature: The inlet air temperature that must be exceed to switch the fan on.
16.8 Auxiliary Fuel Pump (AP) Running two fuels pumps continuously, or else a single very large flow-rate pump (if one is available) means excessive noise and heating of the fuel. A street vehicle with very high potential output will not need a large fuel supply at all times. The second pump would only be activated when load demands require that the extra flow be available. NB: The extra fuel pump cannot be driven directly by the ECU. The ECU can be made to drive a relay to power the pump.
16.9 Anti-Stall Solenoid Control (AS) A solenoid air valve in the manifold may be used to allow extra air into the engine during cranking or extremely low rpm. This can aid in starting the engine, or in preventing it from stalling if engine revs drop too low. To use this function, you will need the following: - a suitable solenoid air valve mounted to the manifold; - E6S programming software and cable. If the solenoid air valve is too large, the engine may stall because of its opening.
16.11 Driver Box (DB3) Staging Signal Function This function is similar to the previous Staging Signal, except that the signal is inverted so that it is compatible with the Haltech DB3 Driver Box, used for controlling extra injectors. There are no programmable parameters associated with this function. 16.12 Turbo Timer (TT) When an engine is switched off, oil is no longer being pumped to the turbocharger.
16.13 NOS Switch This function controls the operation of a NOS system. It does not control the delivery of the Nitrous Oxide, but simply turns the system on or off in certain conditions. The Nos system must control the delivery of the nitrous oxide and must also provide extra fuel delivery. The output is enabled by a switch connected to the Auxiliary Input/Output. Once enabled, if the conditions stated below are met, the NOS system will be activated.
16.14 Anti-Lag Switch The Anti-Lag switch function allows turbo-charged vehicles to decrease the “lag” associated with boost when the motor is not under full load. There are 6 adjustable parameters: Enabled / Disabled : This either enables or disables this function. Retard Value : The ignition timing is retarded by this amount when the AntiLag conditions for operation are met. The valid range for the Retard value is (1 to 20)° ATDC. % Inc.
SECTION FIVE Appendices Appendix Troubleshooting A This Appendix is devoted to trouble shooting problems that may occur during setting up the E6S on your engine. To use this Appendix, firstly identify the closest symptom or symptoms from the list below, and then follow the checklist for possible solutions. A.1 Overview Control Programme Problems • The Haltech Programming Software will not load up • The Haltech Programming Software will not operate in Online mode.
Fuel Economy problems • Poor fuel economy - city cycle • Poor fuel economy - Highway cycle A.2 Control Programme Problems Haltech Programming Software will not start up The Haltech programming software should run on any computer that meets the requirements in Chapter 3. If, after following the instructions in Chapter 3, the programme will not run, the most likely cause will be insufficient memory. If this is the case, you must make more free memory available before running the software.
Engine Data Page Displays Unusual Readings If the air temperature sensor, or coolant temperature sensor is showing a FAULT condition then the sensors are either not operating correctly or are disconnected. Using the wiring diagram of the Haltech E6S Loom check that the sensor wires are not damaged. If the wiring is OK then contact your Haltech dealer regarding replacement of faulty sensor.
If the engine is not receiving enough fuel and increasing those bars does not help, check that fuel pressure is available and that the injectors operate properly (are cleaned and flow-tested). A.4 Idling Problems If the engine will not idle when cold but will when the engine is warm then the coolant correction map needs to be adjusted.
The throttle pump coolant factor affects the throttle pump only when coolant correction is being applied, i.e. before the engine has reached operating temperature. Set the throttle pump increase and sustain figures only when the engine is warm. Wait until the engine is cold again, and the coolant correction map has been set for good stable running, before changing the coolant factor. A.8 Cold Running Problems If the engine idles poorly when cold then the coolant map may need adjusting.
Appendix The Advanced Features B The Advance Mode of the E6S offers the user extra flexibility in setting the system up for multiple outputs (i.e. more than one ignition channel and one or two fuel channels). To understand exactly what is available in the Advanced Mode, a brief description of how the system and its output work is required. B.1 The E6S Outputs The E6S has five outputs, or channels. In Basic Mode, the channels are configured as follows: Two outputs drive two solenoid drivers each.
into the compression stroke, one into the exhaust stroke (the waste spark). Both methods mean that the distributor can be discarded. With either method, the importance of the setup to the E6S is the number of coils. Each coil needs its own igniter and ignition output. On a four cylinder using waste spark, two coils are used, and, therefore, two ignition outputs are needed. In this case, channel 4 is used as the second ignition channel, making it unavailable for auxiliary outputs.
The Home trigger is wired to the same input as the Road Speed. This means that the Road Speed input, and consequently the Torque Converter Output, cannot be used with Direct Fire. B.2.3 Coil Setup To give an example of how to match up the coils to the ignition outputs, we will use an example of a V8 with an arbitrary firing order of : 1, 2, 7, 8, 4, 5, 6, 3. The companion cylinders are the corresponding cylinders in each half.
Channel 3 Channel 4 Channel 5 Channel 1 IGN OUT Aux Out 1 Aux Out 2 INJ1/INJ2 B.3 Sequential Injection Sequential injection allows fuel to be delivered to the engine at a time that produces best combustion. Since this time is different for each cylinder, sequential systems inject fuel at different engine angles for each cylinder. The Sequential Injection Mode of the E6S will control up to four separate fuel channels.
If you have less then 4 cylinders will not need all four outputs. A 3 cylinder engine, for example, will only use channels 1, 2 and 5. Channel 4 is then left available as an Auxiliary Output. The E6S can only provide 4 fuel outputs, therefore it cannot control each cylinder’s injection on an engine with more than 4 cylinders. For 6 or 8 cylinder engines, the E6S can operate in a semi-sequential mode. With the Ign / By set to 2, each injection will occur once per engine cycle.
B.4 Multitooth Triggers The E6S is capable of triggering from multitooth pickup, as used on a number of production vehicles. The E6S employs software signal conditioning to convert the multi-tooth trigger to standard form. This is done by counting teeth from a “synchronisation event” (be it a Home signal for normal multi-tooth triggers, or by missing teeth on the Motronic systems), until a certain tooth is encountered which corresponds to the engine location specified as the Trigger Angle.
B.6 Rotary Engines The E6S is capable of providing fuel and spark to twin-rotor Wankel engines, both in direct fire form or with a distributor. The leading and trailing sparks are generated separately, with a programmable split between them. The split is programmed through the Rotary Trailing Map. There are two ranges to the Rotary Trailing Map, below 2000 rpm and above 2000 rpm.
B.7 Summary Table The list that follows shows the different types of output configurations that may be employed. Note that in some cases, an Extra Driver Box is needed to provide sufficient driver power. “Standard” fuel injection is multipoint, staged or batch fire. DF is for Direct Fire. # Cyl.
Appendix Injector Impedance C Electrically, there are two different types of electronic fuel injectors. One type of injector, characterised by a high coil impedance (> 12Ω) is known as saturation injectors. The other sort of injector, typically with coils of less than 6 ohms impedance, is known as peak-andhold injectors. The names are derived from the current waveform that accompanies the injector when it is switched on. Saturation, or high impedance, injectors, require a simple switch to operate.
excessive (>5 Bar). Running two high current, low impedance injectors from one driver can result in difficulty in obtaining stable air:fuel ratios when injection times are short (around idle and light load). The E6S8 model has 4 extra drivers compared to the E6S and should be used if more than four high current injectors are required. In general, an injector driver will reliably fire two injectors with more than 2.5 ohms coil resistance.
Appendix Fuel Systems & Staging D The best EFI installation will yield poor results if the fuel system does not meet the demands of the engine. Insufficient fuel flow can lead to engine lean out and detonation which could cause serious damage. For the safety of your engine, we urge you to check your fuel system's capacity and ensure that there will be sufficient supply at all times.
Your total injector flow capability is given by the sum of the injector flow rates. Injector flow rates are usually specified in either cc/min or lb/hr. Check that you have enough injector flow to match the estimated power output comfortably. Keep in mind that you do not want to exceed 85% duty cycle injection on time, and that at high rpm, injector dead time can consume a significant amount of available injection time.
Staging is enabled on the Fuel Setup by selecting the "Staged" Injection Mode. The Staging Bar is also defined on the Setup (see Chapter 3). Once staging is enabled, the bars on the Fuel Maps will change appearance. The bars that indicate both sets of injectors firing are a different colour to those corresponding to primary injectors firing alone. When staging injectors, drivers 1 and 2 are primary and drivers 3 and 4 are secondary.
If you cannot achieve the required fuel flow from one pump, you can employ two pumps in parallel. If you choose to use a low pressure pump to augment the fuel flow of a high pressure pump, place a check valve after the low pressure pump. D.5 Fuel Rails and Pressure Regulators A long fuel rail with narrow internal diameter will suffer from pulsation in the fuel rail. The internal rail diameter should be around 12mm (½"). Even so, oscillations may occur, particularly if the injectors are large.
Appendix Trigger Interface E Interfacing the E6S with your particular trigger system may be fairly straightforward or it may be complicated. The variety of trigger designs available is the primary source of complication. This appendix contains a lot of useful information about the different approaches to trigger design and is essential information to anyone installing an E6S. E.
Figure E.2 In the previous examples the trigger edge has been shown as the first edge of the trigger pulse. The trigger does not necessarily have to be the first edge of the trigger pulse. Consider the example shown in figure E.3. In some trigger devices the pulse given for cylinder one would be a different width than the pulses given for all the other cylinders.
Many distributors used in electronic ignition systems contain internal components and layouts the same as the distributor described above, but are fitted with mechanical and/or vacuum advance mechanisms which are much less effective and flexible than electronic timing as in the E6S. If these mechanisms can be defeated or removed, and the timing edges set correctly, then they can successfully be used to trigger the E6.
If using a “reluctor” type for the HOME signal input: • The Positive pin from the “Home” reluctor pick-up must connect to the input of the onboard “HOME” reluctor adaptor (PIN E (HOME), on the Trigger Input plug). • The Negative pin from the “HOME” reluctor pick-up must connected to the negative “HOME” reluctor adaptor input (PIN C (INPUT A), on the Trigger Input plug).
IF USING A RELUCTOR PICK-UP DEVICE FOR THE TRIGGER (MAIN IGNITION EVENT) SIGNAL, SET BOTH SWITCHES A AND B DOWN. NOTE: The TRIGGER EDGE on the IGNITION SET-UP page must be set to RISING. IF USING A RELUCTOR PICK-UP DEVICE FOR THE HOME (SYNC. EVENT) SIGNAL, SET BOTH SWITCHES C AND D DOWN. NOTE: The HOME EDGE on the IGNITION SET-UP page must be set to RISING. DO NOT ACTIVATE ANY OF THE SWITCHES UNLESS YOUR INSTALLATION REQUIRES YOU TO DO SO.
A variation on this type of pickup uses a magnet moving past the pole piece, instead of ferrous metal, but generating the same wave form. An example of this type is the MSD flying magnet crank trigger. This pickup can be used to trigger the E6S ECU. Since there are a large number of diverse reluctor distributors it may be necessary to connect an external custom reluctor adapter unit if the on board circuitry cannot be configured satisfactorily.
Output Signal from the Motronic Sensor Zero Volts (Ground) Output Signal Zero Volts (Ground) If the wires are reversed and the signal goes negative (-) first, or a rising edge is selected to trigger the Haltech ECU, then the on-board reluctor adapter will still generate a pulse but it will not trigger the Haltech correctly resulting in incorrect ignition timing. So please make sure it is wired correctly. E.2.
JUMPER 1 2 3 4 5 6 7 8 9 10 11 JUMPER FUNCTION RELUCTOR HOME CHANNEL AMPLIFIER GAIN RELUCTOR TRIGGER CHANNEL AMPLIFIER GAIN RELUCTOR HOME CHANNEL PEAK DECAY RELUCTOR TRIGGER CHANNEL PEAK DECAY MULTITOOTH RELUCTOR VOLTAGE THRESHOLD (SEE NOTES) SPARE ANALOG INPUT (SECOND TRIM) GAIN EIGHT OR FOUR INJECTOR DRIVERS (SEE NOTES) EIGHT OR FOUR INJECTOR DRIVERS (SEE NOTES) RELUCTOR HOME CHANNEL % OF PEAK THRESHHOLD RELUCTOR TRIGGER CHANNEL % OF PEAK THRESHHOLD MULTITOOTH RELUCTOR VOLTAGE THRESHOLD (SEE NOTES) ON 4
There a two types of hall effect sensors available from Haltech THE S1 HALL EFFECT SENSOR The S1 sensor which is identified by a black cable gland and operates in the following way: As a south pole passes the sensor face the signal in both the primary (PIN C) and secondary (PIN D) channels are switched to a low state. As a north pole passes the sensor a low state will only occur on the primary channel. N.B. MAGNETS SHOULD ALWAYS BE MOUNTED IN A NON FERROUS MATERIAL SUCH AS ALUMINIUM .
The magnets should be fitted in non-ferrous surrounds such as aluminium, stainless steel or titanium. The trigger wheel is normally made of the chosen material but various users have reported good results when the magnets are set in a suitable non-ferrous surround and the surround is set into a ferrous material. The magnets should be set flush with or slightly back from the surface of the trigger wheel or surround. If set too far back the magnetic signal may be too weak.
8 CYLINDER For an eight cylinder 4 magnets are required in total, positioned exactly 90° apart. FIGURE 3: TYPICAL 8 CYLINDER APPLICATION The ignition setup for the S1 needs to be configured in the following way: Trigger Edge : Trigger type : Home Edge : Rising Standard Falling THE S2 HALL EFFECT SENSOR The S2 sensor which is identified by a grey cable gland operates in the following way: As a south pole passes the sensor face the signal in the secondary (PIN D) channel is switched to a low state.
Typical setups (s2) 4 CYLINDER / 2 ROTOR ENGINE For a four cylinder 3 magnets are required in total. Two north poles positioned exactly 180° apart while a south pole needs to trigger the sensor before the trigger for cylinder No 1. The positioning of the magnet for cylinder one is done the same way as the for the S1 making sure the north pole is triggering the sensor at approximately 75° BTDC.
8 CYLINDER For an eight cylinder 5 magnets are required in total positioned exactly 90° apart..While a south pole needs to trigger the sensor before the trigger for cylinder No 1.
SENSOR PIN OUTS A B C D E F BLUE YELLOW N/C N/C GREEN RED GROUND PRIMARY TRIGGER SECONDARY (HOME) TRIGGER + 12 VOLTS E6S DIP SWITCH SETTINGS The E6S factory default internal DIP switch settings should all be in the UP position as indicated below.
E.3 Synchronisation Events Synchronisation Events (Sync Events) are required for sequential and direct fire systems. The Sync Event gives the ECU in indication of the engines position. The most common form of Sync Event is a Home Trigger. Other Sync Events are the missing teeth on multitooth triggers. A Home Trigger is usually a separate trigger from the main trigger, but some special trigger sensors, such as the Haltech Hall Effect Sensor, can generate both signals from the one sensor.
E.4 Ignition Output The E6S ECU has one dedicated ignition output, but the two Auxiliary Outputs can also be used for ignition outputs to allow for some Direct Fire applications (See Appendix B). Twin spark engines that fire two spark plugs within one cylinder simultaneously (with two coils, twin distributors and two spark plugs per cylinder) need only one output channel but two igniters (one for each coil) both connected to the same ignition output.
Figure E7. Illustrate constant duty against frequency A "dumb" igniter is one that does not perform any sort of dwell control, thus input signal directly controls switching of the coil.
Figure E8. Illustrates Charge Time & Break Time Constant charge time ignition using a dumb igniter is moderately inferior to that using an intelligent igniter with dwell control as it does not compensate for power variations or thermal effects. NB: For safety and reliability, always use igniters that are internally current limited. The Output Trigger Edge The Haltech Ignition Module operates on a falling edge. This means that the spark is fired when input trigger signal drops to 0 V.
G.M. Direct Fire Ignition The G.M. Direct Fire Ignition module (DFI), as used in the V6 Buick, can be connected directly to the E6S ECU. This module serves both as a trigger device and as an igniter. For a wiring diagram, see Appendix G. The DFI module has an ignition bypass input from the ECU. This input tells the DFI module to ignore the ECU’s timing signal and fire its own spark at 10° BTDC. This gives a more reliably timed spark for cranking. This input is controlled by the E6S through the Aux.
Appendix Rotor Phasing F One of the most important aspects to consider when modifying a distributor or trigger is the Rotor Phasing. Take, as an example a distributor that uses a Hall effect sensor with a chopper wheel attached to the distributor shaft, the Hall effect sensor being mounted to a plate that is rotated by a vacuum advance mechanism and by centrifugal bob weights. This is a fairly conventional set up used in many vehicles with electronic ignition.
Appendix Wiring Diagrams G J1: MAIN LOOM P A CK A R D 1 2 0 6 5 1 5 8 P I N: 1 2 0 1 0 1 8 2 + 1 3 .8 V D C E C U + 1 3 .8 V D C I N J SYSTEM +13.8VDC PUMP 1A PUMP 2 A B C D E RED/BLK RED/GRN YEL/RED ORG/GRY ORG J2: FUSE HOLDER P A C K AR D 1 2 0 0 4 9 4 3 PIN: 1202 0400L 16 16 14 16 16 AWG AWG AWG AWG AWG 14 AWG 16 AWG Y E L/ R E D R E D/ B L K 14 AWG 16 AWG Y E L/ R E D R E D/ G R N 16 AWG 16 AWG O R G/ G R Y ORG C D S Y S T E M + 1 3 . 8 V DC +13.8VDC ECU E F SYSTEM +13.8VDC +13.
J1: ECU MAIN CONNECTOR PACKARD 1211 0490 PIN: 1208 4912 SPARE A/D O2 SENSOR ROAD SPEED TRIGGER INPUT B TX RX TRIM MAP INPUT A HOME IDL4 IDL3 IDL2 IDL1 +5VDC INJ1 INJ2 INJ3 INJ4 +13VDC ECU GND BYPASS AUX IN AIR TEMP COOLANT THROTTLE POS GND PUMP RELAY AUX OUT 2 AUX OUT 1 IGN OUT 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 RED/BLK GRY G R Y /Y E L YEL RED RED BLU BLK/WHT YEL BLU GRN BRN/WHT YEL/RED GRN/YEL J8: MAP SENSOR PACKARD 1202 0403 PIN: 1212
LIMITED WARRANTY Invent Engineering Pty Ltd trading as Haltech warrants the HaltechTM Programmable Fuel Injection System to be free from defects in material or workmanship for a period of ninety days from the date of purchase. Proof of purchase, in the form of a bill of sale or receipted invoice, which indicates that the product is within the warranty period must be presented to obtain warranty service.